Will try to get a continuous read-out while on the move tomorrow and let you know again. On my journey home about 2 mins into it "Charging System Fault" comes up. Then after a week or so I noticed that the Eco Stop/Start wasn't working as normal. 2006 D3 HSE (Original & still the best)-GONE. If the voltage stayed fixed I would be wondering what the ECM was doing to regulate the alternator. Member Since: 31 Dec 2005. 26th Nov 2014 11:25 pm. 2017 FFRR SDV8 Autobiography. VINs affectd are MY14's 698741-726591. I have checked the battery and charged it up with my CTEK, but the message appeared again after a few days again. Last edited by promitheus on 23rd Dec 2014 8:57 am. 2015 D4 HSE (A heated what?
Charging System Fault [SOLVED]. The voltage is regulated by the cars engine management system according to load, charging rate and temperature. That's very interesting LT! Dealer applied technical bulletin LTB00667v2 and everything seems normal, never had the system charging fault since then. After testing the battery and hooking up his laptop thingy, it said it needed a new software download. Location: South West. Alternator goes to full output not long after start (a few seconds) and pushes out almost full power at idle. Will let the dealer know at my first service (12 months that is) in two weeks time. You cannot post new topics in this forum You cannot reply to topics in this forum You cannot edit your posts in this forum You cannot delete your posts in this forum You cannot vote in polls in this forum. I have drove it about 3 miles maybe more since that and it's still on. 7v when the alternator is running but it seems to settle around 13v+. Location: ¯\_(ツ)_/¯. 2014 D4 HSE (Almost too bling)-GONE. Reasonably new battery in rude health: About 10 seconds after starting: About 40 seconds after starting: Apologies for the poor photo but about 60 seconds after starting as shown on a cheap 12v cigar socket voltmeter rather than a Fluke: The above are pretty typical for a D3 with a good battery and good alternator.
The problem is that the smart charging system calls for power to charge the battery when it's required. Just an update, in case this may help others. Thanks for your help Robbie. 89V for the main battery and 12. If the output is variable, not stuck at max and not too low then so far it sounds ok. What I do not have much experience of is dual battery set-ups and these can add an extra dimension.
I got this message on mine after only 22 miles on way home from dealer. I will check the alternator output and post any results. I was doing short journeys, I had parked up for about and hour left the car and come back to drive home. Wonder if you can help, I brought my Range Rover 2010 2 months ago it's a 3. Location: Afidnes, Greece. Do these look adequate? 8v (which is higher than most). He seemed to be a genuine Discovery enthusiast. Any suggestions and advice greatly appreciated! OK, after a short ride with my D4, my last measurements are 14.
Has anyone had any experience with this? The details below are for a D3, so the alternator output will be different on a D4, but it gives you an idea. 27th Nov 2014 8:24 am. I should have posted this before, but I've been too busy at work. I had the second version downloaded and it's been fine ever since. 24th Nov 2014 9:07 pm. Wow, Robbie, that's what I call a quick response!
The TSB is LTB00667 v2. You should always see over 12. Anyway, still worth getting up close and personal with the alternator connector just to make sure it is not damaged at all, plus having a look at the ECM itself to check that there is no corrosion on the connector and pins. All was well though and it started straight away on my return 4 days later. So there have now been a couple of TSB's to rectify this. I had the above warning in October when driving to Bristol airport to catch a flight.
So I was using it today and it was very hot so I had the air con on and using the cooled seats. That's after 30 mins of travel. After a C-Tek charge I never saw it again. So much for the Landrover PDI! Did the voltage vary over time? 5v and the D3 alternator peaks at around 15. So I called LRA, who sent a very knowledgeable and friend LR Technician out to me. More advanced battery drain testing techniques in the wiki here: Good battery is around 12.
Any help will be welcomed. And since mine must have been one of the first MY14's, I guess the TSB must concern me as well. I didn't have the time to wire my voltmeter on the battery while on the move, but I got 4-5 sample readings and they were pretty constant.
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